Floating engine powertrain

ABSTRACT

A vehicle transaxle comprising a plurality of mounting flanges fixedly mountable to an axle tube of the vehicle absent any additional structure for mounting the transaxle to the vehicle. The axle tube houses a wheel axle to which the transaxle is operably couplable. The transaxle additionally comprises a transaxle mounting collar that is fixedly mounted to or integrally formed with a housing of the transaxle. The mounting collar is structured and operable to have a prime mover of the vehicle mounted thereto and to support the weight/mass of the prime mover such that the prime mover is mountable to the vehicle via only the mounting collar absent any additional structure for mounting the prime mover to the vehicle such that the prime mover can be cantilevered from (e.g., suspended from) the transaxle, e.g., the prime mover is ‘free floating’.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of U.S. patent application Ser. No.16/778,192 filed on Jan. 31, 2020, which is a continuation of U.S.patent application Ser. No. 16/135,406 filed on Sep. 19, 2018. Thedisclosures of the above applications are incorporated herein byreference in their entirety.

FIELD

The present teachings relate to powertrains for lightweight utilityvehicles, e.g., golf cars, and more particularly to a lightweightutility vehicle powertrain having an engine that is cantilevered from,and supported by, a wheel axle tube of the vehicle, absent any othermounting or connection to vehicle chassis or other vehicle structure.

BACKGROUND

The statements in this section merely provide background informationrelated to the present disclosure and may not constitute prior art.

A traditional known approach to gas power train design is to mount thegas or diesel engine and transaxle to the vehicle chassis/framestructure or other vehicle structure independently. Other known designsutilize a common platform such as a tray or pan connected to the vehiclechassis/frame structure or other vehicle structure to mount the engineand transaxle to the vehicle. In both instances, power is transferredfrom the engine power take off (e.g., output shaft) to the transaxleinput shaft via external clutches (e.g., a continuously variabletransmission (CVT)) connected to the engine and/or transaxle via a CVTbelt. For example, in various traditional powertrain designs the engineis mounted to the vehicle using an isolator on the vehicle chassis andthe same is done to mount the transaxle. With such isolator mountedconfigurations, it is critical to keep the CVT clutches' center distancefixed. This requirement is crucial for a predictable CVT systemperformance.

Such known designs generally include many parts and components thatincrease costs and are known to generate significant undesirable engineand powertrain vibration that is transmitted to the vehicle.

SUMMARY

Generally, the present disclosure provides a powertrain having a primemover (e.g., an internal combustion engine, an electric motor, or anyother device structured and operable to deliver power/torque/motiveforce) hard-mounted to the vehicle transaxle that can be mounted to avehicle drive axle (e.g., a vehicle rear wheel drive axle) and allowedto ‘free float’ without any additional engine mounts and supports. Insuch instances, the vehicle suspension components (e.g., springs,shocks, struts, spring/strut combination, etc.), are mounted, connectedor otherwise secured to the vehicle axle assembly and to the vehicleframe/chassis, and thereby provide the only support and vibration pathfor the sprung mass, i.e., the ‘free floating’ prime mover. In variousinstances, the prime mover output shaft can be directly coupled to thetransaxle input shaft, whereby motive power from the prime mover istransferred to the wheel(s). The ‘free floating’ powertrain designallows the prime mover to move freely at its front/distal/free endwithout inducing or transferring vibrations to the vehicle frame, otherthan through the vehicle suspension components (e.g., springs).Additionally, the powertrain design of the present disclosure is compactand provides a sealed system that has no rotating components exposed tothe vehicle operators and users.

Particularly, in various embodiments, the present disclosure provides avehicle transaxle that comprises a plurality of mounting flanges (e.g.,2 or more) fixedly mountable to the at least one axle tube of thevehicle absent any additional structure for mounting the transaxle tothe vehicle. The at least one axle tube houses at least one wheel axleto which the transaxle is operably couplable. The transaxle additionallycomprises a transaxle mounting collar that is fixedly mounted to orintegrally formed with a housing of the transaxle. The mounting collaris structured and operable to have a prime mover (e.g., an internalcombustion engine, an electric motor, or any other device structured andoperable to deliver power/torque/motive force) of the vehicle mountedthereto and to support the weight/mass of the prime mover such that theprime mover is mountable to the vehicle via only the mounting collarabsent any additional structure for mounting the prime mover to thevehicle such that the prime mover can be cantilevered from (e.g.,suspended from) the transaxle, e.g., the prime mover is ‘free floating’.

In various other embodiments, the present disclosure provides a vehiclepowertrain that comprises a drive axle assembly that includes at leastone wheel axle and at least one axle tube that houses the at least onewheel axle. The at least one axle tube is connectable to a pair ofvehicle suspension components (e.g., coil springs, leaf springs, shocks,struts, spring/strut combination, etc.) that are connectable to achassis or frame of the vehicle such that the at least one axle tube isoperably connectable to the vehicle chassis/frame via the vehiclesuspension components. The powertrain additionally comprises a transaxleoperably coupled to the at least one wheel axle and fixedly mounted tothe at least one axle tube absent any additional structure for mountingthe transaxle to the vehicle. The powertrain further comprises atransaxle mounting collar that is fixedly mounted to or integrallyformed with a housing of the transaxle. Still further, the powertraincomprises a prime mover (e.g., an internal combustion engine, anelectric motor, or any other device structured and operable to deliverpower/torque/motive force) operably coupled to the transaxle and fixedlymounted to the transaxle mounting collar absent any additional structurefor mounting the prime mover to the vehicle such that the prime mover iscantilevered from the transaxle.

In yet other embodiments, the present disclosure provides a vehicle thatcomprises a chassis or frame, a pair of vehicle suspension components(e.g., coil springs, leaf springs, shocks, struts, spring/strutcombination, etc.) connected to the chassis/frame, and a powertrainmounted to the chassis/frame via the suspension components absent anyadditional structure for mounting the powertrain to the vehicle. Invarious instances the powertrain comprises a drive axle assembly thatincludes at least one wheel axle and at least one axle tube that housesthe at least one wheel axle. The at least one axle tube is connectableto a pair of vehicle suspension components (e.g., coil springs, leafsprings, shocks, struts, spring/strut combination, etc.) that areconnectable to the chassis/frame of the vehicle such that the at leastone axle tube is operably connectable to the vehicle chassis/frame viathe vehicle suspension components. The powertrain additionally comprisesa transaxle operably coupled to the at least one wheel axle and fixedlymounted to the at least one axle tube absent any additional structurefor mounting the transaxle to the vehicle. The powertrain furthercomprises a transaxle mounting collar that is fixedly mounted to orintegrally formed with a housing of the transaxle. Still further, thepowertrain comprises a prime mover (e.g., an internal combustion engine,an electric motor, or any other device structured and operable todeliver power/torque/motive force) operably coupled to the transaxle andfixedly mounted to the transaxle mounting collar absent any additionalstructure for mounting the prime mover to the vehicle such that theprime mover is cantilevered from the transaxle.

While the present disclosure is exemplarily directed to golf cars, itshould be understood that the features disclosed herein can haveapplication to other types of vehicles such as most lightweight vehiclesthat are not designated for use on roadways, e.g., maintenance vehicles,cargo vehicles, shuttle vehicles, other all-terrain vehicles (ATVs),utility task vehicles (UTVs), recreational off-highway vehicles (ROVs),side-by-side vehicles (SSV), worksite vehicles, buggies, motorcycles,watercraft, snowmobiles, tactical vehicles, etc.

This summary is provided merely for purposes of summarizing variousexample embodiments of the present disclosure so as to provide a basicunderstanding of various aspects of the teachings herein. Variousembodiments, aspects, and advantages will become apparent from thefollowing detailed description taken in conjunction with theaccompanying drawings which illustrate, by way of example, theprinciples of the described embodiments. Accordingly, it should beunderstood that the description and specific examples set forth hereinare intended for purposes of illustration only and are not intended tolimit the scope of the present teachings.

DRAWINGS

The drawings described herein are for illustration purposes only and arenot intended to limit the scope of the present teachings in any way.

FIG. 1 is a side view of an exemplary vehicle including a ‘floating’powertrain comprising a prime mover cantilevered from a transaxle absentany other structure for connecting the prime mover to the vehicle, inaccordance with various embodiments of the present disclosure.

FIG. 2 is a top view of a portion of a vehicle chassis/frame having anaxle assembly connected thereto to which the ‘floating’ powertrain isfixedly and operationally connected, in accordance with variousembodiments of the present disclosure.

FIG. 3 is an isometric view showing the axle assembly connected thevehicle chassis/frame via only two or more suspension components (e.g.,leaf springs and/or shocks) such that the ‘floating’ powertrain isoperationally connected to the chassis/frame, and hence the respectivevehicle, via only the suspension components, in accordance with variousembodiments of the present disclosure.

FIG. 4 is a partially exploded view of the ‘floating’ powertrain mountedto the axle assembly showing a transaxle mounting collar mounted to orintegrally forms with the transaxle to which the prime mover can bemounted and cantilevered therefrom, in accordance with variousembodiments of the present disclosure.

FIG. 5 is an isometric view of the transaxle and transaxle mountingcollar, in accordance with various embodiments of the presentdisclosure.

FIG. 6 is a partially exploded view of the ‘floating’ powertrain mountedto the axle assembly showing an output shaft of the prime mover, inaccordance with various embodiments of the present disclosure.

FIG. 7 is a partially exploded view of the ‘floating’ powertrain mountedto the axle assembly including a transmission, in accordance withvarious embodiments of the present disclosure.

FIG. 8 is a partially exploded view of the ‘floating’ powertrain mountedto the axle assembly comprising an integrated prime mover-transmissioncomprising the prime mover integrated with a transmission in accordancewith various embodiments of the present disclosure.

FIG. 9 is a partially exploded view of the ‘floating’ powertrain mountedto the axle assembly comprising an integrated prime mover-starter motorcomprising the prime mover integrated with a starter motor, inaccordance with various embodiments of the present disclosure.

Corresponding reference numerals indicate corresponding parts throughoutthe several views of drawings.

DETAILED DESCRIPTION

The following description is merely exemplary in nature and is in no wayintended to limit the present teachings, application, or uses.Throughout this specification, like reference numerals will be used torefer to like elements. Additionally, the embodiments disclosed beloware not intended to be exhaustive or to limit the invention to theprecise forms disclosed in the following detailed description. Rather,the embodiments are chosen and described so that others skilled in theart can utilize their teachings. As well, it should be understood thatthe drawings are intended to illustrate and plainly disclose presentlyenvisioned embodiments to one of skill in the art, but are not intendedto be manufacturing level drawings or renditions of final products andmay include simplified conceptual views to facilitate understanding orexplanation. As well, the relative size and arrangement of thecomponents may differ from that shown and still operate within thespirit of the invention.

As used herein, the word “exemplary” or “illustrative” means “serving asan example, instance, or illustration.” Any implementation describedherein as “exemplary” or “illustrative” is not necessarily to beconstrued as preferred or advantageous over other implementations. Allof the implementations described below are exemplary implementationsprovided to enable persons skilled in the art to practice the disclosureand are not intended to limit the scope of the appended claims.

Unless otherwise defined, all technical and scientific terms used hereinhave the same meaning as commonly understood by one of ordinary skill inthe art to which this disclosure belongs. The terminology used herein isfor the purpose of describing particular example embodiments only and isnot intended to be limiting. As used herein, the singular forms “a,”“an,” and “the” may be intended to include the plural forms as well,unless the context clearly indicates otherwise. The terms “comprises,”“comprising,” “including,” and “having,” are inclusive and thereforespecify the presence of stated features, integers, steps, operations,elements, and/or components, but do not preclude the presence oraddition of one or more other features, integers, steps, operations,elements, components, and/or groups thereof. The method steps,processes, and operations described herein are not to be construed asnecessarily requiring their performance in the particular orderdiscussed or illustrated, unless specifically identified as an order ofperformance. It is also to be understood that additional or alternativesteps can be employed.

When an element, object, device, apparatus, component, region orsection, etc., is referred to as being “on,” “engaged to or with,”“connected to or with,” or “coupled to or with” another element, object,device, apparatus, component, region or section, etc., it can bedirectly on, engaged, connected or coupled to or with the other element,object, device, apparatus, component, region or section, etc., orintervening elements, objects, devices, apparatuses, components, regionsor sections, etc., can be present. In contrast, when an element, object,device, apparatus, component, region or section, etc., is referred to asbeing “directly on,” “directly engaged to,” “directly connected to,” or“directly coupled to” another element, object, device, apparatus,component, region or section, etc., there may be no interveningelements, objects, devices, apparatuses, components, regions orsections, etc., present. Other words used to describe the relationshipbetween elements, objects, devices, apparatuses, components, regions orsections, etc., should be interpreted in a like fashion (e.g., “between”versus “directly between,” “adjacent” versus “directly adjacent,” etc.).

As used herein, the term “and/or” includes any and all combinations ofone or more of the associated listed items. For example, A and/or Bincludes A alone, or B alone, or both A and B.

Although the terms first, second, third, etc. can be used herein todescribe various elements, objects, devices, apparatuses, components,regions or sections, etc., these elements, objects, devices,apparatuses, components, regions or sections, etc., should not belimited by these terms. These terms may be used only to distinguish oneelement, object, device, apparatus, component, region or section, etc.,from another element, object, device, apparatus, component, region orsection, etc., and do not necessarily imply a sequence or order unlessclearly indicated by the context.

Moreover, it will be understood that various directions such as “upper”,“lower”, “bottom”, “top”, “left”, “right”, “first”, “second” and soforth are made only with respect to explanation in conjunction with thedrawings, and that components may be oriented differently, for instance,during transportation and manufacturing as well as operation. Becausemany varying and different embodiments may be made within the scope ofthe concept(s) taught herein, and because many modifications may be madein the embodiments described herein, it is to be understood that thedetails herein are to be interpreted as illustrative and non-limiting.

Referring now to FIG. 1 , the present disclosure generally provides a‘floating’ powertrain 10 for a lightweight vehicle 14, such as a golfcar. Particularly, the powertrain 10 comprises a prime mover 18 (e.g.,an internal combustion engine, an electric motor, or any other devicestructured and operable to deliver power/torque/motive force) that isfixedly mounted to and cantilevered from (e.g., suspended from) atransaxle 22 that is mounted only to an axle assembly 26 absent anyother structure for connecting the transaxle 22 and prime mover 18 tothe vehicle 14. More specifically, the prime mover 18 is onlyoperationally connected (e.g., indirectly connected) to a vehiclechassis and/or frame structure 30 (shown in FIGS. 2 and 3 ) through itsconnection and mounting to the transaxle 22.

Although the vehicle 14 is exemplarily illustrated as a golf carthroughout the various figures, it should be understood that in variousembodiments, the vehicle 14 can be a maintenance vehicle, a cargovehicle, a shuttle vehicle, an all-terrain vehicle (ATV), autility-terrain vehicle (UTV), a worksite vehicle, a buggy, anylightweight vehicle, or any other suitable type of utility or low-speedvehicle that is not designated for use on roadways, and remain withinthe scope of the present disclosure. The vehicle 14 generally includes apassenger compartment 34, one or more front wheels 38 operationallyconnected to the chassis or other frame structure 30, one or more rearwheels 42 operationally connected to the axle assembly 26, and thepowertrain 10. The passenger compartment 34 generally includes thedash/instrument console 46, a seating structure 50 structured andoperable to provide seating for one or more vehicle occupants, asteering wheel 54 for use by the vehicle operator to control thedirectional movement of the vehicle 14, a brake pedal 58 for use by thevehicle operator to control slowing and stopping of the vehicle 14, andan accelerator pedal 62 for use by the vehicle operator to control thetorque/power delivered by the prime mover 18 to one or more of the rearand/or front wheels 42 and/or 38.

As used herein, the word “forward” and the phrase “forward of” are usedto describe the direction from a named component or structure toward thefront of the vehicle 14. For example, the statement that the steeringwheel 54 is located “forward of” the longitudinal center means thesteering wheel 54 is located within an area that extends from thelongitudinal center of the vehicle 14 to the front of the vehicle 14.Similarly, as used herein, the word “rearward” and the phrase “rearwardof” are used to describe the direction from a named component orstructure toward the rear of the vehicle 14. For example, the statementthat a component of the vehicle 14 or powertrain 10 is located “rearwardof” the longitudinal center means the component is located within anarea that extends from the longitudinal center of the vehicle 14 to therear of the vehicle 14.

Additionally, although the powertrain 10 of the present disclosure will,by way of example, be shown and described herein as structured andoperable to deliver motive force to the rear wheel(s) 42, via the axleassembly 26 (shown by way of example as a rear axle assembly), it shouldbe understood that, in various embodiments, the powertrain 10 of thepresent disclosure can be structured and operable to deliver motiveforce to the front wheel(s) 42, via a front axle assembly (not shown),and remain within the scope of the present disclosure. In yet otherembodiments, it is envisioned that powertrain 10, as described hereincan be implemented in a four-wheel drive vehicle including a power takeoff assembly (not shown) operably connected to the transaxle 22 todeliver motive force from the prime mover 18 to one or more of the frontwheel(s) 38 and/or rear wheel(s) 42.

Referring now to FIGS. 2, 3 and 4 , as described above, the ‘floating’powertrain 10 generally comprises the prime mover 18 that is fixedlymounted to and cantilevered from the transaxle 22 that is mounted onlyto the axle assembly 26 absent any other structure for connecting thetransaxle 22, and hence the prime mover 18, to the vehicle 14. Morespecifically, the axle assembly 26 is connected to the chassis/frame 30via two or more vehicle suspension components 66 (e.g., two or moresprings (e.g., leaf springs, coil springs, etc.), and/or shocks, and/orstruts, and/or spring/strut combinations, etc.). The suspensioncomponents 66 are mounted to one or more axle tube 70 of the axleassembly 26 and to the vehicle frame/chassis 30, thereby connecting theaxle assembly 26 with the chassis/frame 30. The axle assembly 26additionally includes one or more wheel axle 74 disposed within, andhoused by, the axle tube(s) 70. The wheels (e.g., the front wheels 38 orthe rear wheels 42) are mounted to distal ends of the wheel axle(s) 74.The transaxle 22 is fixedly mounted to the axle tube(s) 70 andoperationally connected to the wheel axle(s) 74. In various embodiments,the transaxle 22 can be fixedly mounted to the axle tube(s) 70 via aplurality (e.g., 2 or more) mounting flanges 76.

The prime mover 18 is fixedly mounted to a transaxle mounting collar 78that is connected to or integrally formed with the transaxle 22 (e.g.,the mounting collar 78 is connected to or integrally formed with ahousing of the transaxle 22). Other than the mounting collar 78 forconnecting the prime mover 18 to the transaxle 22, there is no othersupport structure or means provided to connect and support the primemover 18 to and within the vehicle 14. Specifically, the axle assembly26 is connected to the chassis/frame 30 via the suspension components66, the transaxle 22 is mounted to the axle tube(s) 70, the mountingcollar 78 is connected to or integrally formed with the transaxle 22,and the prime mover 18 is mounted to the mounting collar 78 such thatthe prime mover 18 is cantilevered from (e.g., suspended from) themounting collar 78. That is, the prime mover 18 is only operationallyconnected (e.g., indirectly connected) to the vehicle chassis/framestructure 30 (as best shown in FIGS. 2 and 3 ) through its connectionand mounting to the transaxle 22 (via the mounting collar 78). Hence,the suspension components 66 provide the only elements, components,structure, or means by which the axle assembly 26, the transaxle 22 andultimately the prime mover 18 are mounted to and within the vehicle 14,and thereby provide the only support torque path and vibration path forthe ‘floating’ prime mover 18. The prime mover 18 is operationallyconnected to the transaxle 22 and the transaxle is operationallyconnected to the wheel axle(s) 74 such that operation of the prime mover18 provides power and torque, via the transaxle 22, to the wheel axle(s)74 to thereby provide motive power to the vehicle 17.

Referring now to FIGS. 3, 4, 5 and 6 , as described above, the mountingcollar 78 is structured and operable to connect or mount the prime mover18 to the transaxle 22, which is mounted to the axle assembly 26. And,the axle assembly 26 is, in turn, connected or mounted to thechassis/frame 30 via the suspension components 62. Therefore, other thanthe connection of the axle assembly to the chassis/frame 30 via thesuspension components 62, there is no other support structure or meansprovided to connect and support the prime mover 18 to and within thevehicle 14. Accordingly, that the prime mover 18 is cantilevered from(e.g., suspended from) the mounting collar 18, and the powertrain 10(e.g., prime mover 18 plus the transaxle 22) is cantilevered from axleassembly 26 absent any structure for mounting the prime mover 18 to thevehicle 14—other than the suspension components 66.

The transaxle mounting collar 78 is sized, shaped, structured andoperable to connected to a proximal end 18A of the prime mover 18 andthereby support and carry the load acting on the prime mover 18 as theprime mover 18 and vehicle 14 are operated. The load acting on the primemover 18 will be readily and easily be understood by one skilled in theart to comprise the weight and mass of the prime mover 18, torquegenerated by the prime mover 18 during operation thereof, the momentforces (e.g., force vectors), vibrations, jarring, jolting impacts,etc., acting on the prime mover 18 as the prime mover 18 and vehicle 14are operated, and any other force acting on prime mover 18 or generatedby the prime mover 18 that will be imparted on, translated to ortransferred to the mounting collar 78 (and hence, on/to the transaxle22, the axle assembly 26, and the suspension components 66) both whenthe prime mover 18 and/or vehicle 14 are in operation, and when theprime mover 18 and/or vehicle 14 are not operating or are stationary orat rest.

Specifically, the transaxle mounting collar 78 comprises a sidewall 82having a mounting face 86 formed along a distal edge thereof (i.e., theedge of the sidewall 82 furthest away from the transaxle 22) to whichthe prime mover 18 can be mounted. As described further below, themounting face 86 has a surface area sized and shaped to support thecantilevered prime mover 18, and bear the load(s) exerted thereby andthereon, absent any additional structure for mounting the prime mover 18to the vehicle 14. Particularly, as one skilled in the art will readilyand easily understand, the larger the surface area of the mounting face86 to which prime mover 18 is mounted, the more the load(s) exerted byand on the prime mover 18 will be distributed across that surface area.Hence, the larger the surface area of the mounting face 86, the greaterload(s) the mounting collar 78 will support and bear. Therefore, thesize and shape of the surface area of the mounting face 86 (e.g.,circumferential length, shape and width of the mounting face 86) isdependent on the size and weight/mass of the prime mover 18 and theload(s) generated by and acting on the prime mover 18.

The prime mover 18 comprises a mounting face 94 that contacts themounting collar mounting face 86 when the prime mover 18 is mounted tothe transaxle 22, via the mounting collar 78. In various embodiments,the prime mover 18 can be securely mounted to the mounting collar 78using a plurality of bolts (not shown) inserted through a plurality ofbolt holes or channels 106 formed in the mounting collar 78.Alternatively, in various embodiments, the prime mover 18 can besecurely mounted to the mounting collar 78 using any other suitableconnecting means, method, device or mechanism.

As described above, the surface area of the mounting face 86 is sizedand shaped to distribute the weight/mass of the prime mover 18 andload(s) exerted by and on the prime mover 18 across that surface areasuch that the prime mover can be cantilevered from mounting collar 78,absent any additional structure for mounting the prime mover 18 to thevehicle 14. Particularly, the mounting face 86 is sized and shaped suchthat when the prime mover 18 is mounted to the mounting collar 78substantially the entire surface area of the mounting collar mountingface 86 is in contact with at least substantially the entire surfacearea of the prime mover mount face 94 (and/or vice-versa). Therefore,sufficient contact surface area is provided between the mounting faces86 and 94 to distribute the weight/mass of the cantilevered prime mover18 and the load(s) exerted by and on the cantilevered prime mover 18across the contact surface area. And therefore, sufficient support isprovided for the cantilevered prime mover 18 and to bear the load(s)exerted by and on the prime mover 18 when the prime mover 18 and/orvehicle 14 are in operation, and when the prime mover 18 and/or vehicle14 are not operating or are stationary or at rest. Said another way, thecontact surface area between the mounting faces 86 and 94 is sized andshaped to provide the sufficient weight distribution of the prime moverwithin the respective design constraints. Additionally, the geometry ofcontact surface area between the mounting faces 86 and 94 provides aneffective clamping load with significantly high margin of safety for therespective material used on the construction of the body of the primemover 18 and the transaxle 22. For example, in various embodiments, thecontact surface area between the mounting faces 86 and 94 can be betweenapproximately 5000.0 mm² and 6500.0 mm² (e.g., approx. 5700.00 mm²).

In various embodiments, to assist in supporting the prime mover 18 andbearing the load(s) generated by and exerted on the prime mover 18, themounting collar 82 and/or the prime mover 18 can comprise at least onealignment pin 90 extending from at least one of the mounting collarmounting face 86 and a mounting face 94 of the prime mover 18. Thealignment pin(s) 90 is/are located along the mounting collar mountingface 86 and/or prime mover mounting face 94 and are structured to matewith a corresponding alignment pin receptacle 92 disposed in therespective corresponding mounting collar mounting face 86 and/or primemover mounting face 94. In addition to helping support the prime mover18 and bearing the load(s) generated by and exerted on the prime mover18 absent any additional structure for mounting the prime mover 18 tothe vehicle 14, the alignment pin(s) 90 is/are structured and operableto align the mounting collar mounting face 86 and prime mover mountingface 94 with each other. More specifically, the alignment pin(s) 90align the mounting collar and prime mover mounting faces 86 and 94 suchthat substantially the entire surface area of the mounting collarmounting face 86 is in contact with at least substantially the entiresurface area of the prime mover mount face 94 (and/or vice-versa).Therefore, sufficient contact surface area is provided between themounting faces 86 and 94 to distribute the weight/mass of thecantilevered prime mover 18 and the load(s) exerted by and on the primemover 18 across the contact surface area. And therefore, sufficientsupport is provided for the cantilevered prime mover 18 and to bear theload(s) exerted by and on the prime mover 18 when the prime mover 18and/or vehicle 14 are in operation, and when the prime mover 18 and/orvehicle 14 are not operating or are stationary or at rest.

Furthermore, in various embodiments, the alignment pin(s) 90 is/arestructured and operable to coaxially align an output shaft 98 of theprime mover 18 with an input shaft 102 of the transaxle 22 such that theprime mover output shaft 98 can be coupled directly to the transaxleinput shaft 102. More specifically the alignment pin(s) 90 is/arestructured and operable to align the prime mover output shaft 98 withthe transaxle input shaft 102 such that a longitudinal axis of the primemover output shaft 98 will coaxially align with a longitudinal axis ofthe transaxle input shaft 102, thereby allowing the prime mover outputshaft 98 and the transaxle input shaft 102 to be directly connected toeach other. For example, in various instances, one of the prime moveroutput shaft 98 or the transaxle input shaft 102 can be a hollow shaftwith splined interior (exemplarily shown in the figures to be the primemover output shaft 98) and the respective other prime mover output shaft98 or the transaxle input shaft 102 can be a solid shaft with a splinedexterior (exemplarily shown in the figures to be the transaxle inputshaft 102), such that prime mover output shaft 98 can directly connectand mate with the transaxle input shaft 102 in a splinedinterconnection.

In various embodiments, the mounting collar 78 can further comprises aplurality of gussets 110 formed along an interior surface of thesidewall 82. The gussets 110 are structured and operable to add strengthto the sidewall 82 such that the mounting collar 78 will support thecantilevered prime mover 18 and bear the load(s) exerted by and on theprime mover 18 when the prime mover 18 and/or vehicle 14 are inoperation, and when the prime mover 18 and/or vehicle 14 are notoperating or are stationary or at rest. In various instances, thegussets 110 can be triangular structures that are connected orintegrally formed between the interior surface of the sidewall 82 andthe interior surface of a base 114 of the mounting collar 78. Thegussets 110 provide support to the sidewall 78 and help reduce orprevent flexure of sidewall 78 caused by the weight/mass of thecantilevered prime mover 18 and/or the load(s) exerted by and on theprime mover 18.

In various embodiments, the prime mover 18 is structured and designed tolocate the center of gravity of the prime mover 18 a desired distancefrom the transaxle 22 and the ground in order to aid the mounting collar78 in supporting the load(s) generated by and acting on the prime mover18 such that the prime mover 18 can be cantilevered from the transaxle22. More particularly, the prime mover 18 is structured and designed tohave a length, height, width and weight/mass designed to locate thecenter of gravity of the prime mover 18 a desired distance from thetransaxle 22 and the ground that allows the mounting collar 78 tosupport the load(s) generated by and acting on the prime mover 18 suchthat the prime mover 18 can be cantilevered from the transaxle 22. Invarious embodiments, the overall size of the prime mover 18 is designedto be smaller than known prime movers (e.g., internal combustionengines) known to be used in various lightweight vehicles (e.g., golfcars). For example, in various instances, the prime mover 18 is designedto be between 15%-30% (e.g., 22%) smaller than known prime movers knownto be used in various lightweight vehicles. The reduction in the lengthof the prime mover 18 locates the center of gravity (CG) of the primemover 18 closer to the longitudinal center axis P of the axle shaft 74,thereby reducing the overhang mass, and hence, the rotational moment ofthe powertrain 10. In various instances where the powertrain 10 includesa transmission (as described below with regard to FIGS. 7 and/or 8 ) thereduction in size of the prime mover 18 additionally requires that thedesign of the transmission 118 and/or 118′ be reduced with regard toknown transmissions, thereby further reducing the mass of the powertrain10. For example, as exemplarily shown in FIG. 8 , in variousembodiments, the CG of the powertrain 10 can be located, as measuredfrom the longitudinal center axis P of the axle shaft 74, betweenapproximately 45.0 mm and 60.0 mm (e.g., approx. 51.0 mm) in the Zdirection vertically above the axis P, between approximately 165.0 mmand 180.0 mm (e.g., approx. 171.0 mm) in the X direction forward of/infront of the axle P, and between approximately 45.0 mm and 60.0 mm(e.g., approx. 53.0 mm) in the Y direction along the axis P toward thedriver's side end of the axle shaft 74 from the vehicle center towardthe driver side.

Referring now to FIG. 7 , in various embodiments, the ‘floating’powertrain 10 can further comprise a transmission 118 that is fixedlyand operationally connected to the prime mover 18 and to the transaxlemounting collar 78 absent any additional structure for mounting thetransmission 118 to the vehicle 14. More specifically, the transmission118 is connected to the prime mover 18 and receives power (e.g., torque)output by the prime mover 18. The transmission 118 in turn transfers thepower delivered from the prime mover 18 to the transaxle 22, which inturn deliver the power as motive force to the axle assembly 26 and wheel(e.g., rear wheels 42) In various instances, the transmission 118 cancomprise a plurality of gears (not show) that are interoperativelyconnected to controllably provide various gear ratios that adjust (e.g.,increase or decrease) the power delivered to the transaxle 22. Invarious other instances, the transmission 118 can comprise acontinuously-variable-transmission (CVT) that delivers the power totransaxle 22 through a continuous range of gear ratios via a system ofpulleys and belts.

In such embodiments, the transmission 118 comprises a mounting face 122that is similar to the prime mover mounting face 94 described above, formounting the transmission 118 to transaxle mounting collar 78. Moreparticularly, the transmission 118 mounts to the mounting collar 78 inthe same manner as described above with regard to the prime mover 18.Specifically, the transmission mounting face 122 contacts the mountingcollar mounting face 86 when the transmission 118 is mounted to themounting collar 78. The surface area of the mounting collar mountingface 86 is sized and shaped to distribute the weight/mass of the primemover 18 and the transmission 118, and the load(s) exerted by and on theprime mover 18 and transmission 118 across that surface area such thatthe prime mover 18 and transmission 118 can be cantilevered frommounting collar 78, absent any additional structure for mounting theprime mover 18 and/or transmission 118 to the vehicle 14. Particularly,the mounting face 86 is sized and shaped such that when the transmission118 is mounted to the mounting collar 78 substantially the entiresurface area of the mounting collar mounting face 86 is in contact withat least substantially the entire surface area of the transmission mountface 122 (and/or vice-versa).

Therefore, sufficient contact surface area is provided between themounting faces 86 and 122 to distribute the weight/mass of thecantilevered prime mover 18 and transmission 118 and the load(s) exertedby and on the cantilevered prime mover 18 and transmission 118 acrossthe contact surface area. And therefore, sufficient support is providedfor the cantilevered prime mover 18 and transmission 118, and to bearthe load(s) exerted by and on the prime mover 18 and transmission 118when the prime mover 18 and/or transmission 118 and/or vehicle 14 are inoperation, and when the prime mover 18 and/or transmission 118 and/orvehicle 14 are not operating or are stationary or at rest. Therefore,the size and shape of the surface area of the mounting face 86 (e.g.,circumferential length and width of the mounting face 86) is dependenton the size and weight/mass of the prime mover 18 and transmission 118and the load(s) generated by and acting on the prime mover 18 andtransmission 118. As described above, the contact surface area betweenthe mounting faces 86 and 94 is sized and shaped to provide thesufficient weight distribution of the prime mover within the respectivedesign constraints. Additionally, the geometry of contact surface areabetween the mounting faces 86 and 94 provides an effective clamping loadwith significantly high margin of safety for the respective materialused on the construction of the body of the prime mover 18 and thetransaxle 22. For example, in various embodiments, the contact surfacearea between the mounting faces 86 and 94 can be between approximately5000.0 mm² and 6500.0 mm² (e.g., approx. 5700.00 mm²).

Furthermore, in such embodiments, the transmission 18 can comprise atleast one alignment pin 90 (not shown) extending from the transmissionmounting face 122. Similar to the description above with regard to FIGS.4, 5 and 6 , the alignment pin(s) 90 is/are located along the mountingcollar mounting face 86 and/or transmission mounting face 122 and arestructured to mate with a corresponding alignment pin receptacle 92 (notshown) disposed in the respective corresponding mounting collar mountingface 86 and/or transmission mounting face 122. In addition to helpingsupport the prime mover 18 and transmission 118 and bearing the load(s)generated by and exerted on the prime mover 18 and transmission 118absent any additional structure for mounting the prime mover 18 andtransmission 118 to the vehicle 14, the alignment pin(s) 90 is/arestructured and operable to align the mounting collar mounting face 86and transmission mounting face 122 with each other. More specifically,the alignment pin(s) 90 align the mounting collar and transmissionmounting faces 86 and 122 such that substantially the entire surfacearea of the mounting collar mounting face 86 is in contact with at leastsubstantially the entire surface area of the transmission mount face 122(and/or vice-versa). Therefore, sufficient contact surface area isprovided between the mounting faces 86 and 122 to distribute theweight/mass of the cantilevered prime mover 18 and transmission 122, andthe load(s) exerted by and on the prime mover 18 and transmission 122across the contact surface area. And therefore, sufficient support isprovided for the cantilevered prime mover 18 and transmission 122 and tobear the load(s) exerted by and on the prime mover 18 and transmission118 when the prime mover 18 and/or transmission 118 and/or vehicle 14are in operation, and when the prime mover 18 and/or transmission 118and/or vehicle 14 are not operating or are stationary or at rest.

Additionally, in various embodiments, the alignment pin(s) 90 is/arestructured and operable to coaxially align an output shaft (not shown)of the transmission 118 with an input shaft 102 of the transaxle 22 suchthat the transmission output shaft can be coupled directly to thetransaxle input shaft 102. More specifically the alignment pin(s) 90is/are structured and operable to align the transmission output shaftwith the transaxle input shaft 102 such that a longitudinal axis of thetransmission output shaft will coaxially align with a longitudinal axisof the transaxle input shaft 102, thereby allowing the transmissionoutput shaft 98 and the transaxle input shaft 102 to be directlyconnected to each other. For example, in various instances, one of thetransmission output shaft or the transaxle input shaft 102 can be ahollow shaft with splined interior and the respective other transmissionoutput shaft or the transaxle input shaft 102 can be a solid shaft witha splined exterior, such that transmission output shaft can directlyconnect and mate with the transaxle input shaft 102 in a splinedinterconnection.

In various embodiments, the prime mover 18 and transmission 118 arestructured and designed to locate the center of gravity of the primemover 18 and transmission 118 a desired distance from the transaxle 22and the ground in order to aid the mounting collar 78 in supporting theload(s) generated by and acting on the prime mover 18 and transmission118 such that the prime mover 18 and transmission 118 can becantilevered from the transaxle 22. More particularly, the prime mover18 and transmission 118 are structured and designed to have a combinedlength, height, width and weight/mass designed to locate the center ofgravity of the prime mover 18 and transmission 118 a desired distancefrom the transaxle 22 and the ground that allows the mounting collar 78to support the load(s) generated by and acting on the prime mover 18 andtransmission 118 such that the prime mover 18 and transmission 118 canbe cantilevered from the transaxle 22. As described above, in variousembodiments, the overall size of the prime mover 18 is designed to besmaller than known prime movers (e.g., internal combustion engines)known to be used in various lightweight vehicles (e.g., golf cars). Forexample, in various instances, the prime mover 18 is designed to bebetween 15%-30% (e.g., 22%) smaller than known prime movers known to beused in various lightweight vehicles. The reduction in the length of theprime mover 18 locates the center of gravity (CG) of the prime mover 18closer to the longitudinal center axis P of the axle shaft 74, therebyreducing the overhang mass, and hence, the rotational moment of thepowertrain 10. In various instances where the powertrain 10 includes atransmission (as described below with regard to FIGS. 7 and/or 8 ) thereduction in size of the prime mover 18 additionally requires that thedesign of the transmission 118 and/or 118′ be reduced with regard toknown transmissions, thereby further reducing the mass of the powertrain10. For example, as exemplarily shown in FIG. 8 , in variousembodiments, the CG of the powertrain 10 can be located, as measuredfrom the longitudinal center axis P of the axle shaft 74, betweenapproximately 45.0 mm and 60.0 mm (e.g., approx. 51.0 mm) in the Zdirection vertically above the axis P, between approximately 165.0 mmand 180.0 mm (e.g., approx. 171.0 mm) in the X direction forward of/infront of the axle P, and between approximately 45.0 mm and 60.0 mm(e.g., approx. 53.0 mm) in the Y direction along the axis P toward thedriver's side end of the axle shaft 74 from the vehicle center towardthe driver side.

Referring now to FIG. 8 , in various embodiments, the ‘floating’powertrain 10 can comprise an integrated prime mover-transmission unit18′ that comprises a prime mover integrated and integrally fabricatedwith a transmission 118′ to provide a single unit or component of the‘floating’ powertrain 10. The prime mover-transmission unit 18′ isfixedly connected to the transaxle mounting collar 78 absent anyadditional structure for mounting the prime mover-transmission unit 18′to the vehicle 14. The prime mover-transmission unit 18′ is structuredand operable to generate power (e.g., torque) via the prime moverportion of the prime mover-transmission unit 18′, and to controllablyadjust (e.g., increases and/or decreases) and deliver the powergenerated to the transaxle 22 via the transmission portion of the primemover-transmission unit 18′. The transaxle 22 in turn delivers the poweras motive force to the axle assembly 26 and wheel (e.g., rear wheels 42)In various instances, the transmission portion of the primemover-transmission unit 18′ can comprise a plurality of gears (notshown) that are interoperatively connected to controllably providevarious gear ratios that adjust (e.g., increase or decrease) the powerdelivered to the transaxle 22. In various other instances, thetransmission portion 118′ of the prime mover-transmission unit 18′ cancomprise a continuously-variable-transmission (CVT) that delivers thepower to transaxle 22 through a continuous range of gear ratios via asystem of pulleys and belts.

The prime mover-transmission unit 18′ comprises a mounting face 94′ at adistal end 18′A that is similar to the prime mover mounting face 94described above, for mounting the prime mover-transmission unit 18′ totransaxle mounting collar 78. More particularly, the primemover-transmission unit 18′ mounts to the mounting collar 78 in the samemanner as described above with regard to the prime mover 18.Specifically, the prime mover-transmission unit 18′ mounting face 94′contacts the mounting collar mounting face 86 when the primemover-transmission unit 18′ is mounted to the mounting collar 78. Thesurface area of the mounting collar mounting face 86 is sized and shapedto distribute the weight/mass of the prime mover-transmission unit 18′,and the load(s) exerted by and on the prime mover-transmission unit 18′across that surface area such that the prime mover-transmission unit 18′can be cantilevered from mounting collar 78, absent any additionalstructure for mounting the prime mover-transmission unit 18′ to thevehicle 14. Particularly, the mounting face 86 is sized and shaped suchthat when the prime mover-transmission unit 18′ is mounted to themounting collar 78 substantially the entire surface area of the mountingcollar mounting face 86 is in contact with at least substantially theentire surface area of the prime mover-transmission unit mount face 94′(and/or vice-versa).

Therefore, sufficient contact surface area is provided between themounting faces 86 and 94′ to distribute the weight/mass of thecantilevered prime mover-transmission unit 18′ and the load(s) exertedby and on the cantilevered prime mover-transmission unit 18′ across thecontact surface area. And therefore, sufficient support is provided forthe cantilevered prime mover-transmission unit 18′, and to bear theload(s) exerted by and on the prime mover-transmission unit 18′ when theprime mover-transmission unit 18′ and/or vehicle 14 are in operation,and when the prime mover-transmission unit 18′ and/or vehicle 14 are notoperating or are stationary or at rest. Therefore, the size and shape ofthe surface area of the mounting face 86 (e.g., circumferential lengthand width of the mounting face 86) is dependent on the size andweight/mass of the and bear the load(s) exerted by and on the prime andthe load(s) generated by and acting on the and bear the load(s) exertedby and on the prime. As described above, in various embodiments thecontact surface area between the mounting faces 86 and 94 is sized andshaped to provide the sufficient weight distribution of the prime moverwithin the respective design constraints. Additionally, the geometry ofcontact surface area between the mounting faces 86 and 94 provides aneffective clamping load with significantly high margin of safety for therespective material used on the construction of the body of the primemover 18 and the transaxle 22. For example, in various embodiments, thecontact surface area between the mounting faces 86 and 94 can be betweenapproximately 5000.0 mm² and 6500.0 mm² (e.g., approx. 5700.00 mm²).

Furthermore, in such embodiments, the prime mover-transmission unit 18′can comprise at least one alignment pin 90 (not shown) extending fromthe prime mover-transmission unit mounting face 94′. Similar to thedescription above with regard to FIGS. 4, 5 and 6 , the alignment pin(s)90 is/are located along the mounting collar mounting face 86 and/orprime mover-transmission unit mounting face 94′ and are structured tomate with a corresponding alignment pin receptacle 92 (not shown)disposed in the respective corresponding mounting collar mounting face86 and/or prime mover-transmission unit mounting face 94′. In additionto helping support the prime mover-transmission unit 18′ and bearing theload(s) generated by and exerted on the prime mover-transmission unit18′ absent any additional structure for mounting the primemover-transmission unit 18′ to the vehicle 14, the alignment pin(s) 90is/are structured and operable to align the mounting collar mountingface 86 and prime mover-transmission unit mounting face 94′ with eachother. More specifically, the alignment pin(s) 90 align the mountingcollar and prime mover-transmission unit mounting faces 86 and 94′ suchthat substantially the entire surface area of the mounting collarmounting face 86 is in contact with at least substantially the entiresurface area of the prime mover-transmission unit mount face 94′ (and/orvice-versa). Therefore, sufficient contact surface area is providedbetween the mounting faces 86 and 94′ to distribute the weight/mass ofthe cantilevered prime mover-transmission unit 18′, and the load(s)exerted by and on the prime mover-transmission unit 18′ across thecontact surface area. And therefore sufficient support is provided forthe cantilevered prime mover-transmission unit 18′ and to bear theload(s) exerted by and on the prime mover-transmission unit 18′ when theprime mover-transmission unit 18′ and/or vehicle 14 are in operation,and when the prime mover-transmission unit 18′ and/or vehicle 14 are notoperating or are stationary or at rest.

Additionally, in various embodiments, the alignment pin(s) 90 is/arestructured and operable to align an output shaft (not shown) of theprime mover-transmission unit 18′ with an input shaft 102 of thetransaxle 22 such that the prime mover-transmission unit output shaftcan be coupled directly to the transaxle input shaft 102. Morespecifically the alignment pin(s) 90 is/are structured and operable toalign the mover-transmission unit output shaft with the transaxle inputshaft 102 such that a longitudinal axis of the mover-transmission unitoutput shaft will coaxially align with a longitudinal axis of thetransaxle input shaft 102, thereby allowing the mover-transmission unitoutput shaft and the transaxle input shaft 102 to be directly connectedto each other. For example, in various instances, one of the primemover-transmission unit output shaft or the transaxle input shaft 102can be a hollow shaft with splined interior and the respective otherprime mover-transmission unit output shaft or the transaxle input shaft102 can be a solid shaft with a splined exterior, such that primemover-transmission unit output shaft can directly connect and mate withthe transaxle input shaft 102 in a splined interconnection.

In various embodiments, the prime mover-transmission unit 18′ isstructured and designed to locate the center of gravity of the primemover-transmission unit 18′ a desired distance from the transaxle 22 andthe ground in order to aid the mounting collar 78 in supporting theload(s) generated by and acting on the prime mover-transmission unit 18′such that the prime mover-transmission unit 18′ can be cantilevered fromthe transaxle 22. More particularly, the prime mover-transmission unit18′ is structured and designed to have a length, height, width andweight/mass designed to locate the center of gravity of the primemover-transmission unit 18′ a desired distance from the transaxle 22 andthe ground that allows the mounting collar 78 to support the load(s)generated by and acting on the prime mover-transmission unit 18′ suchthat the prime mover-transmission unit 18′ can be cantilevered from thetransaxle 22. As described above, in various embodiments, the overallsize of the prime mover 18 is designed to be smaller than known primemovers (e.g., internal combustion engines) known to be used in variouslightweight vehicles (e.g., golf cars). For example, in variousinstances, the prime mover 18 is designed to be between 15%-30% (e.g.,22%) smaller than known prime movers known to be used in variouslightweight vehicles. The reduction in the length of the prime mover 18locates the center of gravity (CG) of the prime mover 18 closer to thelongitudinal center axis P of the axle shaft 74, thereby reducing theoverhang mass, and hence, the rotational moment of the powertrain 10. Invarious instances where the powertrain 10 includes a transmission (asdescribed below with regard to FIGS. 7 and/or 8 ) the reduction in sizeof the prime mover 18 additionally requires that the design of thetransmission 118 and/or 118′ be reduced with regard to knowntransmissions, thereby further reducing the mass of the powertrain 10.For example, as exemplarily shown in FIG. 8 , in various embodiments,the CG of the powertrain 10 can be located, as measured from thelongitudinal center axis P of the axle shaft 74, between approximately45.0 mm and 60.0 mm (e.g., approx. 51.0 mm) in the Z directionvertically above the axis P, between approximately 165.0 mm and 180.0 mm(e.g., approx. 171.0 mm) in the X direction forward of/in front of theaxle P, and between approximately 45.0 mm and 60.0 mm (e.g., approx.53.0 mm) in the Y direction along the axis P toward the driver's sideend of the axle shaft 74 from the vehicle center toward the driver side.

Referring now to FIGS. 8 and 9 , in various embodiments, the ‘floating’powertrain 10 can comprise an integrated prime mover-starter generator18″ that comprises a prime mover integrated and integrally fabricatedwith a starter generator 126 to provide a single unit or component ofthe ‘floating’ powertrain 10. The starter generator 126 of theintegrated prime mover-starter generator 18″ generally comprises a rotor130, a stator or field coil 134, and a Hall effect position sensor 138,and a fan (not shown). In various instances the rotor 130 is structuredas a drum and functions as a fly wheel and includes a plurality ofpermanent magnets sectors 142 disposed around a sidewall thereof. Thecenter of the drum has a mounting hub to assemble it directly on thecrank shaft. The stator 134 comprises a magnetic coil winding and ismounted on or to the engine. The Hall effect sensor identifies theposition of the rotor, which is critical to avoid roll backs byrepositioning the crank shaft for quick start. In various instances, inaddition to turning the engine to start the engine, the integrated primemover-starter generator 18″ is structured and operable to generate3-Phase AC electrical power that can be u electrical power usable forvarious vehicle utility requirements. In various instances, theintegrated prime mover-starter generator 18″ is structured and operableto be a non-contact compact assembly that integrates the rotor 134 intoa crank shaft assembly of the engine while the stator or field coil ismounted to an engine casting and encapsulated by the rotor 134, whichacts as fly wheel as well. The integrated prime mover-starter generator18″ is a maintenance free system with no serviceable parts in theassembly thereof and is structured to has few or no mechanical noisesources.

In further embodiments, the ‘floating’ powertrain 10 can compriseintegrated prime mover-transmission-starter generator by combiningfeatures, function, structure and operation of the integrated primemover-transmission unit 18′ with the integrated prime mover-startergenerator 18″.

The description herein is merely exemplary in nature and, thus,variations that do not depart from the gist of that which is describedare intended to be within the scope of the teachings. Moreover, althoughthe foregoing descriptions and the associated drawings describe exampleembodiments in the context of certain example combinations of elementsand/or functions, it should be appreciated that different combinationsof elements and/or functions can be provided by alternative embodimentswithout departing from the scope of the disclosure. Such variations andalternative combinations of elements and/or functions are not to beregarded as a departure from the spirit and scope of the teachings.

What is claimed is:
 1. A vehicle transaxle, said transaxle comprising: aplurality of mounting flanges fixedly mountable to at least one axletube of the vehicle absent any additional structure for mounting thetransaxle to the vehicle; a transaxle mounting collar that is one offixedly mounted to or integrally formed with a housing of the transaxle,the transaxle mounting collar structured and operable to have anintegrated prime mover-transmission unit of the vehicle mounted theretoand to support a weight of the integrated prime mover-transmission unitsuch that the integrated prime mover-transmission unit is mountable tothe vehicle via the transaxle absent any additional structure formounting the integrated prime mover-transmission unit to the vehiclesuch that the integrated prime mover-transmission unit can becantilevered from the transaxle; and a transaxle input shaft, thetransaxle input shaft defining a transaxle input shaft longitudinalaxis, wherein the transaxle input shaft longitudinal axis is oriented inthe same direction as a longitudinal center axis of a wheel axle housedwithin the at least one axle tube of the vehicle when the transaxle ismounted to the at least one axle tube.
 2. The transaxle of claim 1wherein the transaxle mounting collar comprises a sidewall having amounting face formed along a distal edge of the sidewall to which theintegrated prime mover-transmission unit is mountable, the mounting facehaving a surface area sized and shaped to support the integrated primemover-transmission unit absent any additional structure for mounting theintegrated prime mover-transmission unit to the vehicle such that theintegrated prime mover-transmission unit can be cantilevered from thetransaxle.
 3. The transaxle of claim 2, further comprising at least onealignment pin extending from transaxle mounting collar mounting face,the at least one alignment pin structured and operable to: align anoutput shaft of the integrated prime mover-transmission unit to an inputshaft of the transaxle input shaft such that the integrated primemover-transmission unit output shaft can be coupled directly to thetransaxle input shaft, and support the integrated primemover-transmission unit absent any additional structure for mounting theintegrated prime mover-transmission unit to the vehicle such that theintegrated prime mover-transmission unit can be cantilevered from thetransaxle.
 4. The transaxle of claim 3, wherein the transaxle mountingcollar further comprises a plurality of gussets formed along thetransaxle mounting collar sidewall and structured and operable tosupport the integrated prime mover-transmission unit absent anyadditional structure for mounting the integrated primemover-transmission unit to the vehicle such that the integrated primemover-transmission unit can be cantilevered from the transaxle.
 5. Avehicle powertrain, said powertrain comprising: an integrated primemover-transmission unit comprising a transmission integrated withvehicle prime mover; a drive axle assembly, the drive axle assemblycomprising: at least one wheel axle; and at least one axle tube housingthe at least one wheel axle, the at least one wheel axle defining anaxle longitudinal center axis; and a transaxle fixedly mounted to the atleast one axle tube, the transaxle comprising: a plurality of mountingflanges fixedly mounted to at least one axle tube absent any additionalstructure for mounting the transaxle to the vehicle; a transaxlemounting collar that is one of fixedly mounted to or integrally formedwith a housing of the transaxle, the transaxle mounting collar havingthe integrated prime mover-transmission unit mounted thereto such thatthe integrated prime mover-transmission unit is mounted to the vehiclevia the transaxle absent any additional structure for mounting theintegrated prime mover-transmission unit to the vehicle such that theintegrated prime mover-transmission unit is cantilevered from thetransaxle; and a transaxle input shaft, the transaxle input shaftdefining a transaxle input shaft longitudinal axis, wherein thetransaxle input shaft longitudinal axis is oriented in the samedirection as a longitudinal center axis of a wheel axle housed withinthe at least one axle tube of the vehicle when the transaxle is mountedto the at least one axle tube.
 6. The powertrain of claim 5, wherein theintegrated prime mover-transmission unit comprises a transmission outputshaft that coaxially aligns with the transaxle input shaft longitudinalaxis.
 7. The powertrain of claim 5 wherein the transaxle mounting collarcomprises a sidewall having a mounting face formed along a distal edgeof the sidewall to which the integrated prime mover-transmission unit ismountable, the mounting face having a surface area sized and shaped tosupport the integrated prime mover-transmission unit absent anyadditional structure for mounting the integrated primemover-transmission unit to the vehicle such that the integrated primemover-transmission unit can be cantilevered from the transaxle.
 8. Thepowertrain of claim 7 wherein the transaxle mounting collar furthercomprising at least one alignment pin extending from transaxle mountingcollar mounting face, the at least one alignment pin structured andoperable to: align an output shaft of the integrated primemover-transmission unit to an input shaft of the transaxle input shaftsuch that the integrated prime mover-transmission unit output shaft canbe coupled directly to the transaxle input shaft, and support theintegrated prime mover-transmission unit absent any additional structurefor mounting the integrated prime mover-transmission unit to the vehiclesuch that the integrated prime mover-transmission unit can becantilevered from the transaxle.
 9. The powertrain of claim 8, whereinthe transaxle mounting collar further comprises a plurality of gussetsformed along the transaxle mounting collar sidewall and structured andoperable to support the integrated prime mover-transmission unit absentany additional structure for mounting the integrated primemover-transmission unit to the vehicle such that the integrated primemover-transmission unit can be cantilevered from the transaxle.
 10. Thevehicle of claim 5, wherein the integrated prime mover-transmission unithas a center of gravity located between 165 mm and 180 mm forward of theaxle longitudinal center axis.
 11. A vehicle, said vehicle comprising: achassis; a seating structure mounted to the chassis; and a powertraincomprising: an integrated prime mover-transmission unit comprising atransmission integrated with vehicle prime mover; a drive axle assembly,the drive axle assembly comprising: at least one wheel axle; and atleast one axle tube housing the at least one wheel axle, the at leastone wheel axle defining an axle longitudinal center axis; and atransaxle fixedly mounted to the at least one axle tube, the transaxlecomprising: a plurality of mounting flanges fixedly mounted to at leastone axle tube absent any additional structure for mounting the transaxleto the vehicle; a transaxle mounting collar that is one of fixedlymounted to or integrally formed with a housing of the transaxle, thetransaxle mounting collar having the integrated prime mover-transmissionunit mounted thereto such that the integrated prime mover-transmissionunit is mounted to the vehicle via the transaxle absent any additionalstructure for mounting the integrated prime mover-transmission unit tothe vehicle such that the integrated prime mover-transmission unit iscantilevered from the transaxle; and a transaxle input shaft, thetransaxle input shaft defining a transaxle input shaft longitudinalaxis, wherein the transaxle input shaft longitudinal axis is oriented inthe same direction as a longitudinal center axis of a wheel axle housedwithin the at least one axle tube of the vehicle when the transaxle ismounted to the at least one axle tube.
 12. The vehicle of claim 11,wherein the integrated prime mover-transmission unit comprises atransmission output shaft that coaxially aligns with the transaxle inputshaft longitudinal axis.
 13. The vehicle of claim 11 wherein thetransaxle mounting collar comprises a sidewall having a mounting faceformed along a distal edge of the sidewall to which the integrated primemover-transmission unit is mountable, the mounting face having a surfacearea sized and shaped to support the integrated prime mover-transmissionunit absent any additional structure for mounting the integrated primemover-transmission unit to the vehicle such that the integrated primemover-transmission unit can be cantilevered from the transaxle.
 14. Thevehicle of claim 13 wherein the transaxle mounting collar furthercomprising at least one alignment pin extending from transaxle mountingcollar mounting face, the at least one alignment pin structured andoperable to: align an output shaft of the integrated primemover-transmission unit to an input shaft of the transaxle input shaftsuch that the integrated prime mover-transmission unit output shaft canbe coupled directly to the transaxle input shaft, and support theintegrated prime mover-transmission unit absent any additional structurefor mounting the integrated prime mover-transmission unit to the vehiclesuch that the integrated prime mover-transmission unit can becantilevered from the transaxle.
 15. The vehicle of claim 14 wherein thetransaxle mounting collar further comprises a plurality of gussetsformed along the transaxle mounting collar sidewall and structured andoperable to support the integrated prime mover-transmission unit absentany additional structure for mounting the integrated primemover-transmission unit to the vehicle such that the integrated primemover-transmission unit can be cantilevered from the transaxle.
 16. Thevehicle of claim 11, wherein the transmission comprises acontinuously-variable-transmission.
 17. The vehicle of claim 11, whereinthe powertrain comprises a starter generator comprising a rotor, therotor directly mounted to the crankshaft of the internal combustionengine.
 18. The vehicle of claim 11, wherein the integrated primemover-transmission unit has a center of gravity located between 165 mmand 180 mm forward of the axle longitudinal center axis.